Car brake



Patented Apr. 19, 1887.

G. P. CAMPBELL.

GAR BRAKE.

f m i w W @J N. PETERS Pholrrlilhognphun Wznhinllon. D4 0.

(No Model.)

UNITED STATES PATENT OFFICE.

GEORGE P. CAMPBELL, OF OINOINNATI, OHIO, ASSIGNOR OF ONE-HALF TO JOHN O. SLOAN, OF SAME PLACE. I

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 361,576, dated April 19, 1887.

Application filed January 24, 1887. Serial No. 225,341. iNo model.) I

To all whom it may concern.-

Be it known that I, GEORGE 1. CAMPBELL, a citizen of the United States, and a resident of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Gar-Brakes, of which the following is a specification.

This invention isan improvement upon the car-brake which is the subject of my pending application, filed August 21, 1885, Serial No. 17 4,939. Its objects are to simplify and cheapen the construction, render its action more sensitive and certain, and provide for the ready replacement of the frictional parts in case of wear.

In the accompanying drawings, in which like parts are uniformly marked in the various views, Figure 1 is a fragmentary view of car,

upon the axle of which my improved brakeoperating devices are shown in diametrical section. Fig. 2 is a view of the same, upon a larger scale, in longitudinal elevation. Fig. 3

is an end elevation of the aircylinder with the pistons removed. The view is taken through line or .r of Fig. 2. The axle and sleeve are shown in transverse section. Fig. 4 is a transversesection through line as x, looking in the opposite direction from Fig. 3, the drum and clutch being omitted. Fig. 5 is an enlarged detail view in axial section of a modification of the air-chamber and pistons, showing one of the friction-sections made separate from the piston and secured to it by a screw; and Fig. 6 is a longitudinal elevation of the piston and section.

The sleeve A is formed in two parts to embrace and be secured to thecar-axle B, and is dressed off upon the outside to form a bearing for the chain-drum O, which is also one member of a friction-clutch, and the air-cylinder D, through which the axle with sleeve A revolves, the cylinder D being held from revolving by a chain, H, one end of which is secured to the cylinder D and the opposite end to the truck-timber E. The two-part sleeve, arranged as shown, does not differ from the sleeve shown in my said former application. The chambered cylinder D is also made in two parts. The meeting edges are faced off true to form close joints, between which a suitable packing---as of thin sheet-lead, for instance may be interposed to make the joints air-tight.

\iVithin one end of the cylinder D is an annular air-chamber, d, which is cored out in casting. There are four holes, d, bored from the opposite end of the part D, to communicate with the chamber d. The chamber d is in communication with the air-pump of the engine through the flexible tube (1 which is secured upon a nipple, cl. The holes d are bored out true to receive the pistons j, which carry at their outer ends the segments F, four of which segments form the circular faceplate, which, when the pistons are forced out, bear against the end of the chain-drum O and force it against the friction-collar G for the purpose of winding the chain H around drum 0 and throwing on the brakes through lever I and brake-rod J. The lever I has its fulcrum in the bearing i, which bearing is secured to the truck-timber E.

The male friction G is a disk-shaped collar made in two parts, like the drum-cylinder and clutch, and has recessed radial depressions in its concave face to receive radial ribs projecting from the curved flange a of the sleeve A, as seen in dotted line, Fig. 1, to hold the collar G and sleeve A coupled together. The purpose in making the collar G separate from the clutch is to provide for its removal when worn and replacement by a new one. It is obvious, however, that the whole male member of the friction-clutch maybe cast as a part of the two-part sleeve.

The pistons are preferably cast with depressions upon their exterior surfaces to receive plumbago plugs, as shown by the rows of black dots, in order to lubricate the surfaces.

In the modification shown in Fig. 5 the pistons f and their segments are made in separate pieces and secured together by screws f, so that different metals may be used for the pistons and segments, if desired. By thus arranging the friction-clutch and its operating device upon the axle, I avoid all jarring from unequal motion between the parts. The parts are more compact and easier to fit up for use, and the wear in use will be more uniform.

My present invention, like my former one, may be applied to any of the brakes nowin common use, the brake-rod J representing the ordinary rod used for connecting the ordinary brake-levers.

What I claim herein is- 1'. The combination, substantially as specified, of a sleeve formed in two parts to embrace and be secured to a car'axle, and having one end formed as one member of a frictionclutch, a chain-drum, also formed in two parts, the ends of which are friction-surfaces, an aircylinder, also formed in two parts, the pistons fitting said cylinder and having face-plate sections, the said drum and cylinder being fitted upon the sleeve and the air-cylinder being held stationary, as shown.

2. An air mechanism for operating a friction car-brake clutch, consisting of the chambered cylinder D d and plungers fitting said 20 cylinder, consisting of faceplate sections F and pistons f.

3. The combination, substantially as specified, of sleeve A a, drum 0, collar G, cylinder D, sections I pistonsf, chains 61 and H, and 25 lever I, arranged to operate as set forth.

4. The combination, substantially as hereinbefore set forth, of air-cylinder D d d and plungcrs F f, said parts fhaving their hearingsu'rfaces inlaid with plumbago, for the purpose 0 set forth.

GEORG E P. CAMPBELL.

\Vitncsses:

GEo. J. lVIURRAY, W, O. GI-IOLSON. 

